Internal combustion engine



Aug. 4, 1931. E. RECTOR INTERNAL COMBUSTION ENGINE Filed March 20 INVENTOR E7100/L Rector Wail/$ (MW ATTORNEYS Patented Au a, 1931 UNIT-EDI srAT s 'PATENT oFFm-a anoon nnoron'or NEW Yonk, n. Y., assrcnon r WAUKE'SHA moron. COMPANY, or

WAUKESHA, WISCONSIN, A CORPORATION OF WISCUNSIN INTERNAL COMBUSTION ENGINE Application filed March 20, 1923. Serial No. 626,254.

The invention relates in general to an in- 7 ternal combustion engine and particularly through the exhaust, during the scavenging stroke of the piston.

Accordingly the primary object of the present invention is to provide a form of head for, an internal which will feature the position-in of the spark plug out of the path of the diet fired gases as they are discharged and, on the contrary, the invention features the tioning of the spark plug in the path of the relatively cool incoming mixture or fuel gases charge.

In this connection it is pointed out that the invention efiects and uses stratification of the compressed. charge, so that where it is to be ignited it may be sufliciently rich for that purpose but gradually becomes leanertoward the other end of the charge, resulting in greater thermal efiiciency for the type of engine referred to. This improved performance isfur'ther enhanced by the pasage and change of direction of the incoming combustible mixture over and at the hot exhaust valve, thus greatly assisting vaporization thereof.

An incidental object of the invention is to provide a construction of head which will featurethe injection of the incoming fuel gas charge tangentially into the piston cylinder. 7

Various other objects and advantages of the-invention will be in part obvious from an due among other combustion engine posi--.

inspection of the accompanying drawings and in part will be more fully set forthin the following particular description of one form of mechanism embodying my invention, and

the invention also consists 1n certain new and novel features of constructlon and combination of parts-hereinafter set forth and.

claimed.

In the accompanying drawings Figure l is a plan view looking down upon the top of one of the cylinders of a multicylinder engine of the L-head type and-illustrating in dotted lines an arrangement of fuel conducting parts constituting a preferred embodiment of theinvention;

Figures 2 and 3 areeach vertical trans:

verse sectional views taken respectively on the lines 2-2 and 33 of Figure 1 looking in the directions indicated by the arrows.

There is shown in Figures 2 and 3 the up per portion of a water acketed piston cylinder 10 having a piston bore 11 into the intake end of which gaseous fuel is admitted from the inlet port 12 and from which the hot fired -gases are discharged through the exhaust port 13, said ports being controlled respectively, by valves 14 and 15. The disclosure of the engine casing as thus far described is of conventional form and is illustrated to show the applicability'of the invention to conventional structures. The top of the cylinder 10 is closed by a head 16 secured in place by bolts'passing through the openings 17 and containing a water cooling space 18 all as is well knownin the art of internal combustion engines of the type under consideration.

The drawings also disclose a supplemental pressure actuated firing instrumentality 19 forming no part of the present disclosure and more particularly defined in my co-pending application entitled Dual firing devices, filed under even date, Serial No. 625,255.

Referring to the novel head disclosed it is noted that its underside is recessed to provide a combustion space and elongated gas conaxis of the bore.

ducting passageway 20, which passageway, as shown in dotted lines in Figure 1, is somewhat L-shaped in plan, that is it has a bend or turn in it, and discharges at its constricted end 21 into the bore 11 in position off-set from the This construction causes the gases to enter the cylindrical bore 11 tangentially and downwardly into the bore as shown in plan by the dotted arrows in Figure 1. Considered in elevation the wall 22 defining the top of the passageway is curved'from its highest part adjacent the ports, downwardly to a maximum clearance above the bore 11, as more particularly shown in Figure 2. This causes thejgase'sto sweep downwardly and spirally int! the bore 11 as indicated by'the dotted arrows in Figure 2.

It is a feature of this disclosurethatthe intake or inlet"port 12 is positioned at the far end of the passage 20 remote'from the cylinder so that the incoming gases must travel across the exhaust controlling valve 15, which is situated at the crotch of the:; -,-"0r.;bend. of the passageway, as indicated by the-dotted ar-i rows in Figure 3, but the firedgases'from the explosive chamber; in the bore.1jl' pass direct- 1y out through the exhaustfportf 13 and are not caused to' pass across the inlet controlling valve'l i. v

From this construction itis seen that the space 23- above the valve 14in the passageway 20is relatively cool and is'not subjected to any material heating eiiect-from the fired gases' discharged through the-exhaust port;

A spark plu 24 of any approved form is positioned in thi cooled space, preferably direct ly above the intake port.

By this construction it is seen that the spark plug is at all times removed from the path of the hot fired gases and deterioration -of the same is minimized.

In operation itis to be understood that the engine functions as is usual in such constructions, the cold gases being admitted through the inlet port are compressed and fired all as is usual in internal combustion engine operation. The fired gases are discharged in their proper timed cycle of operation through the exhaust port, but at this time the valve 14 is closed as. is usual and while there may, of

' course, be some sli ht heatin of the spark plug, this will notmateria for the fired gases in passing through the exhaust port are removed from any serious heating efiect on the spark plug.

4 -By this'construction, also, the incoming mixture passing into and through the passageway 20 deposits particles of liquid fuel on the walls thereof, relatively many at the entrance and fewer and fewer toward the cylinder. On the compression stroke, the charge is com res'sed into the combustion space and, byt e vvaporization of" deposited e and spark plug particles, :1. Stratified c'haageresults, that is a charge richest at the in and leaning gradually toward 'the cylinder. Thus, by the present invention the known advantages attendant upon a stratified charge are gained in an L-head engine with a head of simple for1nation.- Furthermore, theincoining mixture passes over the exhaust valve and, changing .direction there, liquid particles are projected upon the hot exhaust valve and innnediatel surrounding surfaces, thus greatly assisting toward complete vapor1zation. 1

Having thus described my invention, I

claim:

1. In an internal combustion engine, a

cylinder, :1 piston in said c linder, 'a combustion space compnsing an e ongated L-shaped passagewa connnunlcating atone end with said'cylin er and having a valve controlled combustible gas inlet at its other end, spark ignition means dis osed in said passageway withsaid combustible gas inlet at. said other end, and a valve controlled burned gas outlet forsaid passageway positioned at the crotch thereof, said passageway being otherwise closed. v 4

A" J 2. Inv an internal coinbustlon engine, a

cylinder, a piston in said c linder, a combus tion space comprising an e ongated L-shaped passageway having "one leg thereof lying tangent to and communicating at 1ts end with said c 'linder and having a valve con-f trolled com ustible' gas inlet at its other end,"

spark ignition means disposed in said pas- I sageway with said {combustible gas inlet at said other end, and a valve controlled burned gas outlet for said assageway positioned-at the crotch thereof, said passagewaybeing otherwise closed.

3. In' an internal combustion engine, a cylinder and combustible gas inlet and burned gas outlet ports terminating side by side, a piston in said 0 linder, a valve for each of said ports, a hea overlying said cylinder and ports, said head having an elongated L-' shaped combustion space and passageway formed inthe under side thereof, said passageway having one end overlying said inlet port, its other end overlying a portion of said cylinder, and its crotch overlying said outlet port,'and spark ignition means disposed in said passageway over said inlet port.

4. In a multiple-cylinder internal combustion engine, the combination with theoylinders havin combustion spaces, of intake and exhaust valves appurtenant to each space and remote from the cylinder whereby the incomin r mixture is caused to flow over the exhaust va ve.

7. In a multi-cylinder internal combustion engine the combination of a passageway pertaining to each cylinder, having its walls in contact with the engine cooling medium and opening at one end into the cylinder, an intalre and exhaust valve opening into each passageway, the inlet valve being more remote from the cylinder than the exhaust valve, whereby the incoming mixture is caused to flow over theexhaust valve and all of said intake and exhaust valves being arranged parallel to and operated by a common cam shaft.

8. In a multi-cylinder internal combustion engine, the combination with a cylinder head having an L-shaped compression space pertaining to each cylinder, each of said spaces having one arm thcreof overlying and opening into a cylinder and the other arm parallel to the engine cam shaft, of an intake and an exhaust valve opening into each of the latter arms and so located as to cause the incoming mixture to flow over the exhaust Valve.

9. In an internal combustion engine including a cylinder block and a head secured thereon, the oppdsed "faces of the blockand the head being flat, a combustion chamber in the head having an arm overlying and opening into the cylinder, the inner end of the I arm being disposed to direct the fuel mixture entering the cylinder outwardly of the cyl inder against the wall thereof at the inner end of the arm.

10. In an internal combustion engine including a cylinder block and a head secured thereon, acomprcssion chamber in the head having an arm overlying and opening into the cylinder, the inner end of the arm being disposed to direct the fuel charge entering the cylinder outwardly of the cylinder against the wall thereof substantially tangentially of the cylinder.

11. In an internal combustion engine, comprising a. cylinder block and a head secured thereon, a compression chamber in the head having an arm overlying a portion of the cylinder and opening thcrcinto, the inner end of the arm being bent outwardly to the cylinder wall. I

12. In an internal combustion engine, comprising a cylinder block and a head secured thereon, a compression chamber in the head having an arm overlying a portion of the cylinder at one side thereof and opening valve com thereinto, the inner end portion of the arm being curved outwardl to the cylinder wall.

13. In an engine of t e character described, a cylinder, a piston, a cylinder head having a primary valve controlled combustion chamher to one side of the cylinder, said c linder head also having a secondary com ustion chamber above a portion of the cylinder corn-- municati'ng with the primary chamber, said secondary chamber extending above aportion of the piston face to one side of the piston face-center.

14., In an engine of the character described, a cylinder, 9. piston, a cylinder head having a primary valve controlled combustion chamher to one side of the cylinder and-a secondary combustion chamber above a portion of the cylinder communicating with the primary chamber, said secondary chamber generally following the curvature of the piston face periphery.

15. In an engine of the character described, a. cylinder, a piston, a cylinder head having a primary valve controlled combustion chamber to one side of the cylinder and a secondary combustion chamber communicating with the primary chamber and sloping downwardly therefrom and extending above the piston face at least to the plane of adjacent piston axes and remote from the piston face center.

16. In an engine of the character described, a cylinder, a piston, a cylinder head provided with a primary valve controlled combustion chamber to one side of the cylinder and provided with a secondary combustion chamber communicating with the primary chamber sloping downwardly therefrom above the piston face and curving about the axis of the piston.

17. In an engine of the character described, a cylinder, a piston, a cylinder head having a valve combustion chamber formed.

therein to one side of the cylinder and also having asecondary combustion chamber formed therein communicating with the valve combustion chamber, the volume of said secondary chamber being materially smaller than the volume of the valve combustion chamber, said secondary chamber extending above a portion of the piston face remote from the center of the piston face( 18. In an engine of the character described, a cylinder a piston, a cylinder head having a bustion chamber formed therein to one side of the cylinder and also having a secondary combustion chamber fcrmed therein communicating with the valve combustion chamber, the volume of said secondary chambcr being materially smaller than the volume of thevalve combustion chamber, said seca cylinder, a piston, a cy inder head having aprimary Valve controlled combustion chamher to one side of the cylinder and also having a secondary after-burning combustion chambercommunicating with the primary chamber locatedeabove a relatively cool portion of the piston face. a

slgned at New York city in the county of New York and'St'ate of New York this 1st day of March ALD. 1923.

. ENOCH HECTOR; 

